Damping force control device for vehicle

ABSTRACT

Disclosed is a damping force control device for a vehicle that controls the damping coefficient of a damping force generation device on the basis of a final target control amount that is based on the target control amount for attitude control, which suppresses changes in the vehicle body attitude in at least the rolling direction, and the target control amount for riding comfort control, which increases riding comfort with regards to vehicle body vibrations in at least the rolling direction. The target control amount for riding comfort control is a control amount calculated as the total of a fixed basic control amount and a variable control amount. The target control amount and the variable control amount for attitude control are calculated, a post-correction basic control amount, which is nearer to the target control amount for attitude control than the basic control amount, is calculated, and the total of the post-correction basic control amount and the variable control amount is set as the final target control amount, thereby excellently achieving both the suppression of attitude changes and an increase in riding comfort.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a divisional of U.S. Ser. No. 13/579,461 filed Aug.16, 2012, the entire contents of which is incorporated herein byreference, which is the national stage of PCT/JP10/052803, filed Feb.17, 2010.

TECHNICAL FIELD

The present invention relates to a damping force control device for avehicle and, more particularly, to a damping force control device whichcontrols damping coefficient of a damping force generation deviceinstalled corresponding to each vehicle wheel.

BACKGROUND ART

There have been proposed various damping force control devices whichcontrol damping coefficient of a damping force generation deviceinstalled corresponding to each vehicle wheel. For example, there hasalready been known a damping force control device which controls adamping coefficient of each damping force generation device based on atarget control amount for suppressing changes in a vehicle body attitudeand a target control amount for increasing riding comfort of a vehicle(see Japanese Patent Laid-Open Publication No. 2006-44523).

In the case where a damping coefficient of each damping force generationdevice is controlled based on the total of a target control amount forattitude control and a target control amount for riding comfort control,a requirement of control amount may become too large, which may ratherdeteriorate riding comfort of a vehicle. On the other hand, in the casewhere a damping coefficient of each damping force generation device iscontrolled based on the higher one of a target control amount forattitude control and a target control amount for riding comfort control,it may be difficult to effectively enhance riding comfort of a vehicle.

DISCLOSURE OF THE INVENTION

A primary object of the present invention is to preferably achieve bothsuppression of changes in a vehicle body attitude and increasing ofriding comfort of a vehicle in accordance with a target control amountfor attitude control and a target control amount for riding comfortcontrol.

The present invention provides a damping force control device for avehicle which calculates a final target control amount that is based ona first target control amount for suppressing changes in the vehiclebody attitude in at least the rolling direction, and a second targetcontrol amount for increasing riding comfort with regards to vehiclebody vibrations in at least the rolling direction, for each dampingforce generation device installed between a vehicle wheel and a vehiclebody, and controls the damping coefficient of each damping forcegeneration device in accordance with the final target control amount,wherein the second target control amount is a control amount which is tobe calculated as the total of a fixed basic control amount and avariable control amount; the first target control amount and thevariable control amount are calculated; a post-correction basic controlamount, which is nearer to the first target control amount than thebasic control amount, is calculated; and the final target control amountis set to the total of the post-correction basic control amount and thevariable control amount.

According to the above-described configuration, a post-correction basiccontrol amount is nearer to the first target control amount than thebasic control amount. Accordingly, as compared with the case where thefinal target control amount is the total of a target control amount forattitude control and a target control amount for riding comfort control,the possibility can be reduced that a requirement of control amount maybecome too large, and riding comfort of a vehicle can more reliably beenhanced.

According to the above-described configuration, the final target controlamount is calculated so that it reflects on the variable control amountof the second target control amount. Accordingly, as compared with thecase where the final target control amount is the higher one of a targetcontrol amount for attitude control and a target control amount forriding comfort control, riding comfort of a vehicle can more reliably beenhanced.

The present invention also provides a damping force control device for avehicle which calculates a final target control amount that is based ona first target control amount for suppressing changes in the vehiclebody attitude in at least the rolling direction, and a second targetcontrol amount for increasing riding comfort with regards to vehiclebody vibrations in at least the rolling direction, for each dampingforce generation device installed between a vehicle wheel and a vehiclebody, and controls the damping coefficient of each damping forcegeneration device in accordance with the final target control amount,wherein the second target control amount is a control amount which is tobe calculated as the total of a fixed basic control amount and avariable control amount; the first target control amount and thevariable control amount are calculated; and the final target controlamount is set to the total of the first target control amount and thevariable control amount.

According to the above-described configuration, the basic control amountof the second target control amount for increasing riding comfort isreplaced by the first target control amount. Accordingly, thepossibility can more effectively be reduced that a requirement ofcontrol amount may become too large, so that the possibility can morereliably be reduced that riding comfort of a vehicle is deteriorated.

Again in the above-described configuration, the final target controlamount is calculated so that it reflects on the variable control amountof the second target control amount. Accordingly, as compared with thecase where the final target control amount is the higher one of a targetcontrol amount for attitude control and a target control amount forriding comfort control, riding comfort of a vehicle can more reliably beenhanced.

The above-mentioned configuration may be such that the first targetcontrol amount is calculated as a control amount for suppressing changesin the vehicle body attitude in a low frequency range and the variablecontrol amount is calculated as a control amount for increasing ridingcomfort with regards to vehicle body vibrations in a frequency rangehigher than the low frequency range.

According to this configuration, the possibility can be reduced that thefrequency ranges of the first and second control amounts are overlapped.Accordingly, the possibility can more reliably be reduced that arequirement of control amount may become too large, so that thepossibility can more reliably be reduced that riding comfort of avehicle is deteriorated.

The above-mentioned configuration may be such that the variable controlamount is calculated as a control amount for increasing riding comfortwith regards to vehicle body vibrations in the heave, pitching androlling directions.

According to this configuration, a control amount for increasing ridingcomfort control can be calculated for principal modes of vibrations ofvehicle body.

The above-mentioned configuration may be such that the first targetcontrol amount, the second target control amount and the final targetcontrol amount are target control amounts of damping coefficient.

According to this configuration, the first target control amount, thesecond target control amount and the final target control amount can becalculated with regard to damping coefficient of each damping forcegeneration device.

The above-mentioned configuration may be such that the variable controlamount is calculated according to a non-linear H∞ control theory.

According to this configuration, the variable control amount of thesecond control amount for increasing riding comfort can be calculatedaccording to a non-linear H∞ control theory.

The above-mentioned configuration may be such that the first controlamount is calculated as a control amount for suppressing changes in thevehicle body attitude in the pitching and rolling directions.

The above-mentioned configuration may be such that a target dampingforce for suppressing changes in the vehicle body attitude is calculatedfor each damping force generation device, and the first target controlamount is calculated as a control amount for suppressing changes in thevehicle body attitude in a low frequency range by means of low-passfiltering of the target damping force.

The above-mentioned configuration may be such that a target dampingforce for suppressing changes in the vehicle body attitude is calculatedbased on vehicle acceleration for each damping force generation device,and the first target control amount is calculated as a control amountfor suppressing changes in the vehicle body attitude in a low frequencyrange by means of low-pass filtering of the vehicle acceleration.

The above-mentioned configuration may be such that a target dampingforce for increasing riding comfort is calculated based on the verticalaccelerations of sprung and unsprung members or state quantitiesequivalent thereto for each damping force generation device, and thevariable control amount is calculated as a control amount for increasingriding comfort with regards to vehicle body vibrations in a frequencyrange higher than the low frequency range by means of high-passfiltering of the target damping force.

The above-mentioned configuration may be such that a target dampingforce for increasing riding comfort is calculated based on the verticalaccelerations of sprung and unsprung members or state quantitiesequivalent thereto for each damping force generation device, and thevariable control amount is calculated as a control amount for increasingriding comfort with regards to vehicle body vibrations in a frequencyrange higher than the low frequency range by means of high-passfiltering of the vertical accelerations of sprung and unsprung membersor the state quantities equivalent thereto.

The above-mentioned configuration may be such that for each dampingforce generation device, a first target damping force for suppressingchanges in the vehicle body attitude at least in the rolling directionis calculated; a first target damping coefficient is calculated based onthe first target damping force; a variable damping force for increasingriding comfort with regards to vehicle body vibrations at least in therolling direction is calculated; a target variable damping coefficientis calculated based on the variable damping force; and a final targetdamping coefficient is calculated based on the first target dampingcoefficient and the target variable damping coefficient.

The above-mentioned configuration may be such that a post-correctionbasic control amount is calculated as the total of the basic controlamount and a correction amount which is derived by multiplying acorrection coefficient that is larger than 0 and smaller than 1 and thedifference between the basic control amount and the first target controlamount.

The above-mentioned configuration may be such that the correctioncoefficient is variably set by a vehicle occupant.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic diagram showing a first embodiment of a dampingforce control device for a vehicle according to the present inventionwith respect to a single vehicle wheel.

FIG. 2 is a graph showing the relationship among the control step Sn,stroke velocity Xd, and damping force F and target damping force Ft.

FIG. 3 is a block diagram showing damping force control in the firstembodiment of a damping force control device for a vehicle according tothe present invention.

FIG. 4 is a block diagram showing damping force control in a secondembodiment of a damping force control device for a vehicle according tothe present invention.

FIG. 5 is a block diagram showing damping force control in a thirdembodiment of a damping force control device for a vehicle according tothe present invention.

FIG. 6 is a block diagram showing damping force control in a fourthembodiment of a damping force control device for a vehicle according tothe present invention.

FIG. 7 is a graph showing an example of the relationship among thesuspension stroke velocities Xdi, the target damping coefficients Catifor attitude control and the target damping forces Fati for attitudecontrol.

FIG. 8 is a graph showing an example of the relationship among thesuspension stroke velocities Xdi, the target damping coefficients Cvtifor riding comfort control according to non-linear H∞ control theory andthe target damping forces Fvti for riding comfort control.

FIG. 9 is a graph showing an example of the relationship among thesuspension stroke velocities Xdi, the final target damping coefficientsCti for attitude control and the target damping forces Fati with respectto the case where the final target damping coefficients Cti arecalculated as the respective totals of the target damping coefficientsCati for attitude control and the target damping coefficients Cvti forriding comfort control.

FIG. 10 is a graph showing an example of the relationship among thesuspension stroke velocities Xdi, the final target damping coefficientsCti for attitude control and the target damping forces Fati with respectto the case where the final target damping coefficients Cti arecalculated to the respective larger ones of the target dampingcoefficients Cati for attitude control and the target dampingcoefficients Cvti for riding comfort control.

FIG. 11 is a graph showing the relationship among the suspension strokevelocities Xdi, the final target damping coefficients Cti and the targetdamping forces Fti with respect to the first embodiment.

FIG. 12 is a graph showing the relationship among the suspension strokevelocities Xdi, the final target damping coefficients Cti and the targetdamping forces Fti with respect to the second embodiment.

BEST MODE FOR CARRYING OUT THE INVENTION

The present invention will now be described in detail with respect topreferred embodiments by referring to the accompanying drawings.

First Embodiment

FIG. 1 is a schematic diagram showing a first embodiment of a dampingforce control device for a vehicle according to the present inventionwith respect to a single vehicle wheel.

In FIG. 1, 10 designates a vehicle wheel which constitutes a major partof an unsprung portion of a vehicle 100, 12 designates a vehicle bodywhich constitutes a major part of a sprung portion, and 200 designatesan entire damping force control device. A suspension spring 14 and adamping force variable shock absorber 16 are provided in parallel witheach other between a vehicle wheel carrier which rotatably supports thevehicle wheel 10 or a suspension arm and the vehicle body 12. The shockabsorber 16 functions as a damping force generation device and thedamping force control device 200 controls the damping coefficient of theshock absorber 16 so as to control the damping force generated by theshock absorber. It is to be noted that the vehicle 100 has four vehiclewheels, i.e. right and left front vehicle wheels and right and left rearvehicle wheels, and the suspension spring 14 and the shock absorber 16are provided corresponding to each vehicle wheel.

The shock absorber 16 has a cylinder 22 and a piston 24 which cooperatewith each other to define an upper cylinder chamber 18 and a lowercylinder chamber 20, the volumes of which are variable. The uppercylinder chamber 18 and the lower cylinder chamber 20 are filled with aviscous liquid such as oil or the like. In the illustrated embodiment,the shock absorber 16 is coupled to the vehicle wheel carrier orsuspension arm at the lower end of the cylinder 22 and is coupled to thevehicle body 12 at the upper end of the rod portion of the piston 24.

As shown in FIG. 1, the piston 24 has therein damping force controlvalves for stretching and compression strokes which increase anddecrease the effective sectional areas of passages communicating theupper cylinder chamber 18 and the lower cylinder chamber 20 with eachother. These damping force control valves are controlled by an actuator26 incorporated in the piston 24 and the actuator 26 is in turncontrolled by an electronic control unit 28 as described in detailhereinafter. Accordingly, the damping force control valves of the shockabsorber 16 are controlled by the actuator 26 so as to variably controlthe damping coefficients to thereby variably control the damping forces.

The electronic control unit 28 controls the openings of the dampingforce control valves for stretching and compression strokes in a steppedmanner by way of the actuator 26 in such a sequence of left front, rightfront, left rear, right rear vehicle wheels. With a relative velocity ofthe piston 24 relative to the cylinder 22 being referred to strokevelocity Xd, a damping coefficient C is a ratio of damping force Frelative to stroke velocity Xd. The electronic control unit 28 controlsthe control steps S of the shock absorber 16 in n (a positive number)steps, as shown in FIG. 2, raging from a control step S1 (soft) wherethe damping coefficient C is set to a minimum value to a control step Sn(hard) where the damping coefficient C is set to a maximum value.

It is to be understood that the electronic control unit 28 has a storagethat sores a map of the relationships among the control steps Sn, strokevelocity Xd and target damping force Ft which is the same relationshipsamong the control steps Sn, stroke velocity Xd and damping force F shownin FIG. 2. The density of lines of the map may be higher than that ofthe shock absorber 16 and, accordingly, the number of lines of the mapmay be larger than the control steps Sn of the shock absorber 16.

The electronic control unit 28 is supplied with a signal from a strokesensor 30 which indicates a suspension stroke, i.e. a vertical stroke Xof the vehicle body 12 relative to the vehicle wheel 10 (the verticaldisplacement X2 of the unspring portion shown in FIG. 1—the verticaldisplacement X1 of the sprung portion). The electronic control unit 28is also supplied with signals indicative of a longitudinal accelerationGx and a lateral acceleration Gy of the vehicle form a longitudinalacceleration sensor 32 and a lateral acceleration sensor 34,respectively. The electronic control unit 28 is further supplied with asignal indicative of vehicle speed V from a vehicle speed sensor 36 andsignals indicative of a vertical acceleration Gz2 of the sprung portionand a vertical acceleration Gz1 of the unsprung portion from verticalacceleration sensors 38 and 40, respectively.

The stroke sensor 30 detects the vertical stroke X which assumes 0 whenthe vehicle wheel 10 is at a neutral position having neither bound norrebound stroke, and assumes positive and negative values when the strokeis bound and rebound strokes, respectively. The longitudinalacceleration sensor 32 detects a longitudinal acceleration Gx as apositive value when the vehicle is under acceleration and a lateralacceleration sensor 34 detects a lateral acceleration Gy as a positivevalue when the vehicle is under left turning. The vertical accelerationsensors 38 and 40 detect vertical accelerations Gz2 and Gz1,respectively, which assume positive values when the accelerations areupward.

It is to be noted that the electronic control unit 28 may actually be amicro-computer of well-known configuration having a CPU, a ROM, a RAM,input/output ports, etc. which are connected with one another bybi-directional common bus.

It is as well to be noted that the above-mentioned configurationdescribed with respect to the damping force control device 200 is thesame in the other embodiments described later.

In the first embodiment, the electronic control unit 28 calculates atarget damping coefficient Cat for suppressing changes in the vehiclebody attitude for each shock absorber on the basis of a longitudinalacceleration Gx and a lateral acceleration Gy. The electronic controlunit 28 also calculates a target non-linear damping coefficient ΔCvt forenhancing riding comfort of the vehicle according to a non-linear H∞control theory. Further more, the electronic control unit 28 adds thetarget damping coefficient Cat and the target non-linear dampingcoefficient ΔCvt to calculate a final target damping coefficient Ct, andcontrols each shock absorber 16 so that the damping coefficient Cconforms to the associated target damping coefficient Ct.

Next, referring to the block diagram shown in FIG. 3, the damping forcecontrol in the first embodiment will be further described in detail.

As acceleration-deceleration operation or steering operation isconducted by a driver, longitudinal or lateral force acts on the vehicle100, and longitudinal or lateral acceleration is generated. Accordingly,the vehicle body 12 of the vehicle 100 suffers attitude change in thepitching or rolling direction, i.e. pitching or rolling motion. Inaddition, the force received by each vehicle wheel from a road surfacevaries as the vehicle 100 travels, which gives rise to the vibration ofthe vehicle body 12 of the vehicle 100 in the heave, pitching androlling directions.

The electronic control unit 28 has a block 50 of target damping forcecalculation for attitude control, and the block 50 calculates a targetdamping force Fat for attitude control on the basis of the longitudinalacceleration Gx and the lateral acceleration Gy. For example, positivecoefficients for longitudinal acceleration Gx and lateral accelerationGy are represented by Kx and Ky, respectively, and the suffixes i whichindicate left front, right front, left rear, right rear vehicle wheelsare represented by fl, fr, rl and rr, respectively. The block 50calculates target damping forces Fatfl-Fatrr for suppressing changes inthe attitude of the vehicle body 12 according to the following formulas1 to 4:

Fatfl=−KxGx−KyGy  (1)

Fatfr=−KxGx+KyGy  (2)

Fatrl=KxGx−KyGy  (3)

Fatrr=KxGx+KyGy  (4)

It is to be understood that in calculation of target damping forcesFatfl−Fatrr, change rates of longitudinal acceleration Gx and lateralacceleration Gy, steering velocity or braking-driving-force may beaccounted for so as more effectively to suppress the changes in theattitude of the vehicle body 12.

The signals indicative of the target damping forces Fati (i=fl−rr) forattitude control are fed to a block 52 of target damping coefficientcalculation for attitude control. The block 52 is also fed with signalsindicative of stroke velocities Xdi that are differential values ofsuspension strokes Xi of the vehicle wheels. The block 52 calculatestarget damping coefficients Cati for suppressing the changes in theattitude of the vehicle body 12 from a map corresponding to the graphshown in FIG. 2 on the basis of the target damping forces Fati and thestroke velocities Xdi.

Notably, the suspension stroke velocities Xdi of the vehicle wheels maybe calculated as a difference between the integrated values of avertical acceleration Gz2 of the sprung portion and a verticalacceleration Gz1 of the unsprung portion, i.e. a difference between thevertical velocities of the sprung and unsprung portions.

The electronic control unit 28 has a block 54 of target damping forcecalculation for riding comfort control, and the block 54 calculatestarget non-linear damping forces ΔFvti for riding comfort controlaccording to a non-linear H∞ control theory.

It is to be noted that riding comfort control according to a non-linearH∞ control theory may be any one which is able to calculate targetdamping forces for riding comfort control as the totals of target basicdamping forces (target linear damping forces) and target variabledamping forces (target non-linear damping forces). For example, targetdamping forces may be calculated according to a non-linear H∞ controltheory on the basis of motion equations with respect to heave motions ofthe vehicle body at respective vehicle wheel positions, heave motion ofthe vehicle body at vehicle gravity center, pitching and rolling motionsof the vehicle body about vehicle gravity center. Such an example ofcalculation of target damping forces is described in Japanese Laid-openpublication No. 2006-44523.

It is as well to be noted that target non-linear damping forces ΔFvtifor riding comfort control may be calculated according to a any controltheory other than non-linear H∞ control theory as long as it enables tocalculate target damping forces for riding comfort control as the totalsof target basic damping forces and target variable damping forces. Anexample of such control theory is LQR (Linear-quadratic regulator)control theory.

The signals indicative of the target non-linear damping forces ΔFvti forriding comfort control is input to a block 56 of target dampingcoefficient calculation for riding comfort control, and the block 56calculates target damping coefficients ΔCvti for enhancing ridingcomfort of the vehicle 100 from a map corresponding to the graph shownin FIG. 2 on the basis of the target non-linear damping forces ΔFvti andthe stroke velocities Xdi.

The signals indicative of the target damping coefficients Cati forattitude control are input to a block 58 of target basic dampingcoefficient calculation which calculates post-correction linear dampingcoefficients Cvta0 i on the basis of the target damping coefficientsCati for attitude control.

A target linear damping coefficient which corresponds to target basicdamping force for riding comfort control calculated according to thenon-linear H∞ control theory is represented by Cvt0 (constant and commonto all the vehicle wheels), and the differences between the targetdamping coefficients Cati for attitude control and the target lineardamping coefficient Cvt0 are represented by ΔCvt0 i. In addition, aconstant correction coefficient that is larger than 0 and is smallerthan 1 is represented by Ka. Then, the block 58 of target basic dampingcoefficient calculation calculates post-correction target linear dampingcoefficients Cvta0 i according to the following formula 5:

Cvta0i=Cvt0+KaΔCvt0i  (5)

It is to be understood that although the target linear dampingcoefficient Cvt0 is common to all the vehicle wheels, the target lineardamping coefficients of the left and right front vehicle wheels may beset to values which are different from those of the left and right rearvehicle wheels. In addition, the correction coefficient Ka may beincreasingly and decreasingly varied in a rage which is larger than 0and smaller than 1 by means of, for example, an operation unit providedin a cabin being operated by a vehicle occupant.

The signals indicative of the post-correction target linear dampingcoefficients Cvta0 i and the target non-linear damping coefficientsΔCvti for riding comfort control are input to an adder 60. The adder 60adds the post-correction target linear damping coefficients Cvta0 i andthe target non-linear damping coefficients ΔCvti to calculate finaltarget damping coefficients Cti for the shock absorbers 16.

The signals indicative of the final target damping coefficients Cti areinput to a block 62 of target damping force calculation and the block 62is also supplied with signals indicative of the stroke velocities Xdi.The block 62 multiplies the target damping coefficients Cti and theassociated stroke velocities Xdi to calculate final target dampingforces Fti for the shock absorbers 16.

The signals indicative of the target damping forces Fti are input to ablock 64 of target control step determination and the block 64 is alsosupplied with signals indicative of the stroke velocities Xdi. The block64 determines control steps which are able to generate damping forcesnearest to the final target damping forces Fti from a map correspondingto the graph shown in FIG. 2 on the basis of the final target dampingforces Fti and the stroke velocities Xdi and sets the control steps totarget control steps Sti.

The signals indicative of the target control steps Sti are input to ablock 66 of final target control step determination and the block 66 isalso supplied with signals indicative of vehicle speed sensitive targetcontrol steps Svti. The vehicle speed sensitive target control stepsSvti are basic control steps which are variably set on the basis ofvehicle speed V so that they are shifted toward hard as vehicle speed Vincreases. The block 66 determines the higher ones of the target controlsteps Sti and the vehicle speed sensitive target control steps Svti toset the determined steps to final target control steps Sfti. Notably,the relationships between vehicle speed V and vehicle speed sensitivetarget control steps Svti may be varied by means of, for example, aswitch provided in a cabin being operated by a vehicle occupant.

The electronic control unit 28 controls the actuators 26 to control theassociated damping force control valves so that the control steps of theshock absorbers 16 conform to the associated final target control stepsSfti.

Thus, according to the first embodiment, target damping forces Fati forattitude control are calculated on the basis of a longitudinalacceleration Gx and a lateral acceleration Gy, and target dampingcoefficients Cati for attitude control are calculated on the basis oftarget damping forces Fati and stroke velocities Xdi. Target non-lineardamping forces ΔFvti for riding comfort control are calculated accordingto a non-linear H∞ control theory, and target non-linear dampingcoefficients ΔCvti for riding comfort control are calculated on thebasis of target non-linear damping forces ΔFvti and stroke velocitiesXdi.

Post-correction target linear damping coefficients Cvta0 i arecalculated according to the formula 5, and the totals of thepost-correction target linear damping coefficients Cvta0 i and thetarget non-linear damping coefficients ΔCvti for riding comfort controlare calculated as final target damping coefficients Cti. Finally, targetcontrol steps Sti are determined on the basis of the final targetdamping coefficients Cti, and the higher ones of the target controlsteps Sti and the vehicle speed sensitive target control steps Svti areset to final target control steps Sfti.

Accordingly, the differences between the post-correction target lineardamping coefficients Cvta0 i and the target damping coefficients Catifor attitude control are smaller that those between the pre-correctiontarget linear damping coefficients Cvt0 and the target dampingcoefficients Cati for attitude control. In other words, thepost-correction linear damping coefficients Cvta0 i are made closer tothe target damping coefficients Cati for attitude control than thepre-correction target linear damping coefficients Cvt0.

The target damping coefficients Cati for attitude control are assumed tobe values shown in FIG. 7 and the target damping coefficients Cvti forriding comfort control according to a non-linear H∞ control theory areassumed to vary as shown in FIG. 8 as stroke velocities Xdi vary.

FIG. 9 shows the case where the final target damping coefficients Ctiare calculated to the totals of the target damping coefficients Cati forattitude control and the target damping coefficients Cvti for ridingcomfort control. In this case, target damping forces corresponding tothe final target damping coefficients Cti may be too large and maydepart from the rage of damping force which each shock absorber 16 cangenerate.

FIG. 10 shows the case where the final target damping coefficients Ctiare calculated to the larger ones of the target damping coefficientsCati for attitude control and the target damping coefficients Cvti forriding comfort control. In this case, a divergence grows in accordancewith the variation of stroke velocities Xdi between the variation of thefinal target damping coefficients Cti and the target dampingcoefficients Cvti for riding comfort control, which makes it unable torelaiably enhance the riding comfort of the vehicle.

To the contrary, according to the first embodiment, the final targetdamping coefficients Cti are values shown in FIG. 11. Accordingly, thepossibility can be reduced that target damping forces corresponding tothe final target damping coefficients Cti depart from the rage ofdamping force which each shock absorber 16 can generate. It is possibleto reduce a divergence generated in accordance with the variation ofstroke velocities Xdi between the variation of the final target dampingcoefficients Cti and the target damping coefficients Cvti for ridingcomfort control, so that the riding comfort of the vehicle can bereliably enhanced.

Second Embodiment

FIG. 4 is a block diagram showing damping force control in a secondembodiment of a damping force control device for a vehicle according tothe present invention.

As illustrated in FIG. 4, in this embodiment, the electronic controlunit 28 does not have the block 58 of target basic damping coefficientcalculation. The signals indicative of target damping coefficients Catifor attitude control calculated by the block 52 of target dampingcoefficient calculation for attitude control are directly input to theadder 60. Accordingly, the adder 60 adds the target damping coefficientsCati for attitude control and the target non-linear damping coefficientsΔCvti for riding comfort control to calculate final target dampingcoefficients Cti for the shock absorbers 16.

As is understood by comparing FIG. 4 with FIG. 3, the other calculationsin the second embodiment are conducted in the same manners as in theabove-described first embodiment.

According to the second embodiment, the final target dampingcoefficients Cti for the shock absorbers 16 are the totals of the targetdamping coefficients Cati for attitude control and the target non-lineardamping coefficients ΔCvti for riding comfort control. In other words,the target linear damping coefficients Cvt0 for riding comfort controlcalculated according to a non-linear H∞ control theory are replaced bythe target damping coefficients Cati for attitude control.

Therefore, according to the second embodiment, under the situation wherethe target damping coefficients Cati for attitude control and the targetdamping coefficients Cvti vary as shown in FIGS. 7 and 8, respectively,the final target damping coefficients Cti vary as shown in FIG. 12.Accordingly, the possibility can be reduced more reliably than in thefirst embodiment that target damping forces corresponding to the finaltarget damping coefficients Cti depart from the rage of damping forcewhich each shock absorber 16 can generate.

It is to be understood that again in the second embodiment, the ridingcomfort of the vehicle can reliably be enhanced as compared with thecase where the final target damping coefficients Cti are calculated tothe larger ones of the target damping coefficients Cati for attitudecontrol and the target damping coefficients Cvti for riding comfortcontrol.

Third Embodiment

FIG. 5 is a block diagram showing damping force control in a thirdembodiment of a damping force control device for a vehicle according tothe present invention.

As illustrated in FIG. 5, the signals indicative of the target dampingforces Fati for attitude control are input to a block 70 of low-passfiltering process. The block 70 conducts low-pass filtering process onthe signals indicative of the target damping forces Fati with a presetcut-off frequency fcl to calculate low-pass filtered target dampingforces Ffati for attitude control.

The signals indicative of the low-pass filtered target damping forcesFfati for attitude control are input to the block 52 of target dampingcoefficient calculation for attitude control. The block 52 calculatestarget damping coefficients Cati for suppressing the changes in theattitude of the vehicle body 12 from a map corresponding to the graphshown in FIG. 2 on the basis of the target damping forces Ffati and thestroke velocities Xdi.

As illustrated in FIG. 5, the signals indicative of the targetnon-linear damping forces ΔFvti for riding comfort control are input toa block 72 of high-pass filtering process. The block 70 conductshigh-pass filtering process on the signals indicative of the targetnon-linear damping forces ΔFvti with a preset cut-off frequency fch tocalculate high-pass filtered target non-linear damping forces ΔFfvti forriding comfort control.

Notably, although the cut-off frequency fch for high-pass filteringprocess may be equal to or smaller than the cut-off frequency fcl forlow-pass filtering process, the former is preferably greater than thelatter.

The signals indicative of the high-pass filtered target non-lineardamping forces ΔFfvti for riding comfort control are input to the block56 of target damping coefficient calculation for riding comfort control,and the block 56 calculates target non-linear damping coefficients ΔCvtifor enhancing riding comfort of the vehicle 100 from a map correspondingto the graph shown in FIG. 2 on the basis of the target non-lineardamping forces ΔFfvti and the stroke velocities Xdi.

As is understood by comparing FIG. 5 with FIG. 3, the other controls inthe third embodiment, i.e. the controls in the blocks 58-66 areconducted in the same manners as in the above-described firstembodiment.

According to the third embodiment, low-pass filtered target dampingforces Ffati for attitude control are calculated through the low-passfiltering process on the signals indicative of the target damping forcesFati for attitude control. The target damping coefficients Cati forattitude control are calculated on the basis of the low-pass filteredtarget damping forces Ffati.

High-pass filtered non-linear damping forces ΔFfvti for riding comfortcontrol are calculated through the high-pass filtering process on thesignals indicative of the target non-linear damping forces ΔFvti forriding comfort control. The target damping coefficients ΔCvti for ridingcomfort control are calculated on the basis of the high-pass filteredtarget non-linear damping forces ΔFfvt for riding comfort control.

Therefore, as compared with first embodiment where the above-describedlow-pass and high-pass filtering processes are not conducted, thepossibility can more reliably be reduced that target damping forcescorresponding to the final target damping coefficients Cti depart fromthe rage of damping force which each shock absorber 16 can generate.

Fourth Embodiment

FIG. 6 is a block diagram showing damping force control in a fourthembodiment of a damping force control device for a vehicle according tothe present invention.

As illustrated in FIG. 6, in this embodiment, as in the secondembodiment, the electronic control unit 28 does not have the block 58 oftarget basic damping coefficient calculation. Accordingly, the adder 60adds the target damping coefficients Cati for attitude control and thetarget non-linear damping coefficients ΔCvti for riding comfort controlto calculate final target damping coefficients Cti for the shockabsorbers 16.

As is understood by comparing FIG. 6 with FIG. 5, the other controls inthe fourth embodiment are conducted in the same manners as in theabove-described third embodiment.

According to the fourth embodiment, the same effects can be achieved asin the third embodiment. As in the second embodiment, the target lineardamping coefficients Cvt0 for riding comfort control calculatedaccording to a non-linear H∞ control theory are replaced by the targetdamping coefficients Cati for attitude control. Therefore, thepossibility can be reduced more reliably than in the first through thirdembodiments that target damping forces corresponding to the final targetdamping coefficients Cti depart from the rage of damping force whicheach shock absorber 16 can generate.

It is to be understood that in the third and fourth embodiments, whenthe cut-off frequency fch for high-pass filtering process is higher thanthe cut-off frequency fcl for low-pass filtering process, thepossibility that target damping forces depart from the rage of dampingforce which can be generated can be reduced more reliably than in thecase where fch is equal to or smaller than fcl.

In the first and third embodiments, as the correction coefficient Ka ismade closer to 1, the post-correction linear damping coefficients Cvta0i becomes closer to the target damping coefficients Cati for attitudecontrol. Therefore, when the correction coefficient Ka can beincreasingly and decreasingly varied by a vehicle occupant, the effectof attitude control can be enhanced by setting the correctioncoefficient Ka to a value closer to 1 and, conversely, the effect ofriding comfort control can be enhanced by setting the correctioncoefficient Ka to a value closer to 0.

While the present invention has been described with reference to theabove embodiments, it will be apparent to those skilled in the art thatthe present invention is not limited thereto, but may be embodied invarious other forms without departing from the scope of the invention.

For example, while in the above-described embodiments, the damping forcegenerating device is the shock absorber 16 of cylinder-piston type, itmay be of any configuration as long as it can generates variable dampingforce which damps relative vibration between sprung and unsprungmembers. An example of the damping force generating device is a rotarydamper of damping coefficient variable type. The damping forcegenerating device may be a device which can vary damping coefficientsteplessly, i.e. continuously.

In the above-described embodiments, the higher ones of the targetcontrol steps Sti and the vehicle speed sensitive target control stepsSvti are set to final target control steps Sfti. However, vehicle speedsensitive target control steps Svti may be omitted. In that case, a mapfor calculating target damping forces Fati for attitude control ispreferably set for each vehicle speed range, and calculation parametersfor riding comfort control are preferably set to different values foreach vehicle speed range.

In the above-described third and fourth embodiments, a low-passfiltering process is conducted on the signals indicative of the targetdamping forces Fati for attitude control. However, a longitudinalacceleration Gx and a lateral acceleration Gy of a vehicle forcalculating target damping forces Fati for attitude control may below-pass filtered.

In similar, in the above-described third and fourth embodiments, ahigh-pass filtering process is conducted on the signals indicative ofthe target non-linear damping forces ΔFvti for riding comfort control.However, parameters for calculating target non-linear damping forcesΔFvti for riding comfort control may be high-pass filtered.

1. A damping force control device for a vehicle which calculates a finaltarget control amount that is based on a first target control amount forsuppressing changes in the vehicle body attitude in at least the rollingdirection, and a second target control amount for increasing ridingcomfort with regards to vehicle body vibrations in at least the rollingdirection, for each damping force generation device installed between avehicle wheel and a vehicle body, and controls the damping coefficientof each damping force generation device in accordance with said finaltarget control amount, wherein said second target control amount is acontrol amount which is to be calculated as the total of a fixed basiccontrol amount and a variable control amount; said first target controlamount and said variable control amount are calculated; and said finaltarget control amount is set to the total of said first target controlamount and said variable control amount.
 2. A damping force controldevice for a vehicle according to claim 1, wherein said first targetcontrol amount is calculated as a control amount for suppressing changesin the vehicle body attitude in low frequency range and said variablecontrol amount is calculated as a control amount for increasing ridingcomfort with regards to vehicle body vibrations in a frequency rangehigher than said low frequency range.
 3. A damping force control devicefor a vehicle according to claim 1, wherein said variable control amountis calculated as a control amount for increasing riding comfort withregards to vehicle body vibrations in the heave, pitching and rollingdirections.
 4. A damping force control device for a vehicle according toclaim 1, wherein said first target control amount, said second targetcontrol amount and said final target control amount are target controlamounts of damping coefficient.
 5. A damping force control device for avehicle according to claim 1, wherein said variable control amount iscalculated according to a non-linear H∞ control theory.